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(No Model.) 2 Sheets-Sheet 1.

M. B. STAFFORD. APPARATUS FOR HEATING AND VENTILATING CARS.

No. 373,495. Patented Nov. 22, 188 7.

il Ail I Z WITNESSES: l/VVEWTOH ATTO/Y/VEKS.

N. PETERS, Fhnln-Lilhugraphnr, Wahingiun. D. C.

(No Model.) 2 Sheets-Shet 2. Y

J 'M. B. STAFFORD.

APPARATUS FOR HEATING AND VENTILATING CARS. No. 373,495. Patented Nov. 22, 1887.

WITNESSES: I

ATTO/MIL'K NITED STATES ATENT Er ca.

MARSHALL B. STAFFORD, OF NEW YORK, N. Y.

APPARATUS FOR HEATING AND VENTILATING CARS.

SPECIFICATION forming part of Letters Patent No. 373,495, dated November 22, 1887.

Application filed A1 ril4, 1887. Serial No. 233,606. (No model.)

To all whom it may concern.-

Be it known that I, MAnsHALL B. STAF- FORD, a citizen of the United States, and a resident of New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Apparatus for Heating and Ventilating Cars, of which the following is a specification.

The invention relates to improvements in apparatus for heating and ventilating railroad-cars; and its object is to provide a means whereby the cars may be heated with air warmed by steam led through the train from the engine without the use of stoves or similar appliances, except in emergencies where the steam has either been deadcned, as by asnowdrift, or the cars have become detached from the engine, in which instances the air circulated through the cars may be heated by means of independent stoves with which the cars are provided, but which are not to be used except in cases of necessity.

The invention comprises apparatus for the entrance of air into the car and then heating it and causing its circulation around the car adjacent to the roof thereof, and also means for automatically drawing the warm air downward toward the floor in a body, whereby the temperature of the car may be regulated and rendered uniform, the foul air being caused to escape at the bottom of the car.

Referring to the accompanying drawings, Figure 1 is a side elevation of aportion of two cars provided with heating appliances constructed according to the invention, the end of one of the cars being broken away in order to illustrate said appliances. Fig. 2 is a transverse sectional view, partly broken away, on the dotted line Y Y of Fig. 5. Fig. 8 is a detached view, partly in section, of the exit for the foul air through the bottom of the car, said view being enlarged for clearness of illustration. Fig. 4 is a vertical transverse section through the side of one end of the car and pan ticularly through the compartment containing the heating appliances, the section and broken parts being on the dotted line W IV of Fig. 5, which is a vertical longitudinal section through the compartment containing the heating appliances, the section and broken parts being on the dotted line X X of Fig. 4.

In the drawings, A A designate theexits for the foul air at the bottom of the car, and each of these consists of the vertical tube B, intersecting and opening into the horizontal tube or box 0, provided at opposite ends with the inwardly and downwardly deflecting plates D, as shown more clearly in Fig. 3, and the purpose of which plates is to cause the air when the cars are in motion to pass through the box 0 adjacent to its lower portion and create a draft or suction of the air in the car downward through the tube B, as denoted by the arrows in Fig. 3. A plate, D, is provided at each end of the box 0, in order that the suc tion downward through the tubeB may be created by the current through the box 0, no mat ter in which direction the car is moving upon the rails. The exit for the foul air, described above and illustrated in Fig. 3, has been patented to me, and therefore I make no individual claim for it in this application.

In the end of each car in the customary place for the usual stoves or hot-water heaters is, according to my invention, provided the compartment E, a plan from the upper end of which is illustrated in Fig. 2, wherein it will be observed that the compartment is subdivided into the smaller compartments lettered F G H I, respectively, by means of ,the longitudinal partition J (shown in Figs. 4 and 5) and the transverse partition K, (also shown in Figs. 4 and 5 and by dotted lines in Fig. 2.) Thelongitudinal partition J extends downward to the floor ofthe car, as shown in Fig. 5, while the transverse partition K terminates at a point above the floor, as shown in Fig. 4. Within the] compartment F is placed an ordinary stove, L, provided with a chimney, M, extend iug upward through the roof of the car. The compartment G contains the heater N, preferably a Sturtevant heater, occupying as much available space as practicable and being supplied with steam from the engine through the pipe 0, (illustrated more fully in Fig. l-by dotted lines,) said pipe passing along the bottom of the car close to the floor thereof, and being suitably packed with mineral wool or other suitable material to prevent the loss of heat, suitable flexible connections, I, of wellknown construction, being provided for con necting the pipes of adjacent cars through the train. The compartment H is a plain straight air-shaft opening below its partition K into the compartment G,'containing the heater; and the compartment I is a similar c old-air shaft opening below the said partition into the compartment F, containing the stove L. The cold air is led into either the compartment H or the compartment I through the flue Q, extending up through the roof, as shown in Figs. 4

and 5, and provided upon its upper end with the horizontal cowl R, which is in line with the length of the carand open at either end, and provided at its center with the vertical swinging valve S, which may swing to either of the positions illustrated by dotted lines in Fig. 5, when the car is in motion, the force of the current of air through the cowl moving it across the top of the flue Q, in order to turn the air downward into the latter instead of permitting it to pass directly through the cow], as it would be likely to do were the valve S not provided. t

The flue Q is enlarged at its lower portion in order that it may open into both the compartments H and I, one portion of the enlarged part being upon the compartment H and the other part upon the compartment I, as illus trated in Fig. 2, thevalve T being provided,

whereby to direct the current of air into either one or the other of the said compartments, as may be desired, said valve being connected with the rod V, whereby it may be operated by the conductor.

I When the stove L is not in use, the valve T will be turned to the position illustrated in Figs. 2 and 4, and when in this condition the air entering the cowl R, as indicated by the arrows in Figs. 2, 4:, and 5, will move downward into the compartment H, whence it will pass beneath the partition K into the compartment G and be warmed by the heater N.

The compartments F G open into the lower enlarged end of the hot-air pipe W, as shown in Fig. 2, wherein is provided a damper, X, connected with the rod V aforesaid, whereby said pipe may be put into communication with either one or the other of the compartments In Fig. 2 the pipe W is illustrated as being in communication with the compartment G; but it is obvious that if the damper or valve X were turned to its opposite position the connection with the compartment G would be closed and the compartment F would alone open into the pipe W. The position on the rod V of the dampers T and X 'is such that said dampers operate simultaneously, in order that the compartments F and I, respectively, may be closed from the pipe W and flue Q, as shown in Fig. 2, or be opened into said pipe and flue. The pipe W extends a short distance above the compartments F G, and then passes entirely around the car adjacent to the roof thereof, as illustrated in Fig. 1, and is provided with perforations, through which the heated air may escape and be thoroughly diffused into the upper part of the car.

The pipes O in the train being united by the flexible connections P, and being in connection with the boiler, and the valves or dampers T X, respectively, being closed over the compartments F I, as illustrated in Fig. 2, and the train being in motion, the cold air will enter the front end of the cowl R, closing the valve S against the other end, and move downward through the flue Q into the compartment H, whence it will pass below the partition Kinto the compartment G, where, during its movement upward over the heater N, it will be warmed to a proper temperature and escape into the hot-air-circulating pipe W, passing around the car, from which pipe it will be thoroughly diffused through the apertures therein.

The process of permitting the cold air to enter the compartments, heating and allowing the escape of the same into the car, is continuons, and, if desired, the upward passage of the air through the heater-compartment may be retarded by the alternating plates Y, in order to more thoroughly effect the heating of the same. During the entrance'of the pure heated air into the upper part of the car through the perforated pipe W the exit A will create a suction of the foul air from the lower portion of the car, causing thereby the pure warm air in theupper portion of the car to be lowered in order to fill the space made vacant by the escaping impure air, and effecting a constant regulation of the temperature and the ventifor heating the cars, the dampers T X may beturned to close the compartments G H, and a fire started in the stove L, at which time the air would enter through the cowl R and flue Q, in the manner above described; but insteadof passing downward into the compartment H it would enter the compartment I and move therefrom into the compartment F, where it would be heated by the stove L and find its exit therefrom into the hotair-circulating pipe W. It is not intended to utilize the stove L,

except in cases of emergency, and hence the liability of danger therefrom is a matter of no consideration in connection with the use of the invention sought to be protected hereby. The compartment containing the stove, as well as the compartment G, should be lined withzinc or tin, and the lower part of the compartment F, being thus lined, will serve as a reservoir to catch any rain, dust, or cinders, and may be provided with a waste-outlet, Z, as a means for the escape of same. The radiator N will also be provided with the usual escape for con- .densed steam.

strong current of air over the heater N and into the perforated delivery-pipe W, the current thus produced being of sufficient force to cause the warm air to fill the pipe W, and to be discharged therefrom throughout the entire length of the car in a uniform volume.

The lower part of the compartment E serving as a reservoir, there will be no danger of rain or cinders entering the car with the air, and hence the ends ofthe cowl B may be left unprotected, in order that a strong unobstructed current of air may passdownward through the flue Q at all times. The alternating plates Y, being horizontal in position, will not entirely break the forceof the current of air entering the compartment, but will only sufficiently retard it to insure its being suitably heated before passing into the distributing-pipe WV.

In the summer season the steam-connection with the heater will be discontinued and the apparatus made use of for ventilating purposes exclusively, at which time the fresh air will enter the distributing-pipe \V from the cowl under pressure, as before, all dust, rain, and cinders falling into the bottom of the air-shaft, and the heavy impure air will be forced by suction from the car through the exits A, the fresh air being gradually lowered at the same time to occupy the place of the constantly-escaping foul air. A continuous circulation of the air is thus effected without perceptible draft and the car rendered comfortable and wholesome. The same principle of operation is carried on in winter-time, the pure air before entering the distributing pipe being warmed instead of being allowed to remain in its natural state.

\Vhat I claim as my invention, and desire to secure by Letters Patent, is-

In a car, the compartments F G H I in the end thereof, the flue Q, connecting the compartments H I, and having the valve S and damper T, and the perforated pipeW, extending from the compartments F G under the ceiling of the car and having the damper X, combined with the heater in the compartment G, a steam-connection leading to said heater, a stove in the compartment F, and a suction device for the discharge of the air at the lower part of the car, substantially as set forth.

Signed at New York, in the county of New 45 York and State of New York, this 31st day of March, A. D. 1887.

MARSHALL B. STAFFORD.

Witnesses:

CHAS. O. GILL, WVILLIAM B. ELLISON. 

